1. Lt Col Larry Brockshus MN Wg /SE
Jan 08 Safety Meeting
Lt Col Larry Brockshus
MN Wg /SE

2. Safety Meeting Janurary 09
Lt Col Brockshus
MN Wg/CC

3. Overview Nov/Dec Sentinel Winter Flying
Check your Attitude
Sounds of Science
A colder safety culture
Winter Flying
Cold Weather info from MN Sup 60-1
New Form 78s

4. Check your attitude or the Five hazardous attitudes
We all have a natural tendency toward one or more of these attitudes. Recognize this tendency and take action against it.
Anti-Authority - rules and procedures are for the other guy.
An example might be the aircraft crosswind limitation.
You feel that the limitation is for lower time, less experienced pilots
Impulsivity - need to act immediately
There are very few scenarios that require an immediate response.
THINK and analyze the situation. Use the checklist or trained procedures and think about the safest scenario; and use all available resources.
Invulnerability - it would never happen to me
Accidents can happen to any of us.
Macho - try to outdo your co-workers so you look better
Take risks to prove you are a better pilot or driver
Take off or land in challenging conditions
Resignation -“What’s the use; there is nothing I can do about it.”
A RADAR controller’s heading into a weather system that you are not comfortable with.
Do a self check

5. Sounds of Silence or Keeping communications clear
Communicating important to keeping ourselves safe.
Our team must be kept well informed, a mission is no time for anyone to be guessing
Speak up and keep the team informed.
Say it, and say it clearly; more than once if need be.
Be patient and to anticipate those receiving your instructions will act upon your full and complete communication
Follow instructions and guidelines from the communications officer
Have the right tools and equipment is important
Post 9-11 communication devices differed between the various rescue units
Departments and were on different frequencies., those in need were not heard
Pilots should be communicating and reporting positions.
Many mid-air collisions could have been prevented
At uncontrolled airfields, it is important to report your position and Intentions
Use the correct frequency
Maintain situational awareness
Some recent accident reports point to pilots communicating to a mission base while another aircraft,
in the same vicinity, was reporting to another base, but they were not talking to each other
The sounds of silence can hurt or kill.

6. A Colder Safety Culture
Preparing for colder weather is important for safe flying, driving or even walking. Understanding your environment
will make your winter operations safer and allow you to function more efficiently .
Winter driving demands that you understand many safety issues. Ice is just as important to safe road travel as it is to safe flying.
“Black Ice”, which is not as visible as snow or frost, know when this hazard can occur
Remove ice and frost from windows and mirrors,
Ensure the wipers work freely,
Ensure heater and defrost systems work
Have a roadside safety kit in case you breakdown
Include flares, tire chains and warm clothing. A mobile phone during emergencies is well worth the cost.

7. Cold Weather aircraft operations
Preheat aircraft
Supports proper lubrication
Easier starting
Dress for success (Dress fur survival)
Footwear to keep feet warm but let you feel the rudders
Survival Kit
Warm clothing to survive off field landing
Avoid hypothermia during preflight
How good is your preflight is you are shivering
Airplanes perform better in cold weather. Engines produce more power and the performance envelope is at the maximum. However, the cost
for that performance is the extra safety issues we must deal with during winter operations. Ice is the biggest concern. Frost, snow, or ice that
accumulates on an airframe adds weight to the plane, changes the center of gravity and, most importantly, adversely affects aerodynamics
(lift) in flight. They must be removed before flight. Once you have melted the frozen stuff, be sure it hasn’t refrozen on the control
surfaces or blocked important air intakes when reintroduced to the environment. Winter preflight needs to be extra meticulous.
Engine preheat is important to prevent extra load on the starter and prevent additional wear on the engine during starting. Most
manufacturers recommend preheat when the ambient temperature is 40 degrees or less. Some aircraft may have an engine heating system
installed while some may use a hot air blower. Whatever you have at your disposal be sure you know how to operate it and have read the
manufacturer’s recommendations. The cost of a preheat from the local FBO is probably worth the saved engine wear.
Once under way, pay careful attention to any flight control binding or stiffness. Taxi the aircraft slowly to avoid skidding on ice and to
prevent water from splashing back onto the airplane where it may refreeze in flight. Test the brakes for signs of freezing and do the run
up on a dry surface. After your flight, conduct a post flight inspection to ensure the plane is free of ice. Top it off to help prevent condensed water in the tanks and install cowl plugs, pitot covers and any other devices your squadron may have to protect the plane from the elements.
Spend some time reading the winter operations section of your aircraft’s POH and become familiar with other articles and publications on winter
flying. Knowledge is power, which will keep you safe and proficient

8. Cold Weather aircraft operations
Starting
Let engine warm at near idle
Pumping throttle promotes chance of carb fire (use primer instead)
Ground Ops
Remove snow, ice and frost
Adds weight, changes CG, affects aerodynamics (lift and stall)
Melted snow can refreeze on flight controls and block air intakes
Taxi a little slower
Consider weaving to avoid ice and snow
If you taxi through snow, assume it will melt on your brakes an then refreeze
Frozen brakes may not break free at the same time when you push up power
Do run-up on a dry spot (make sure you are not sliding)
Airplanes perform better in cold weather. Engines produce more power and the performance envelope is at the maximum. However, the cost
for that performance is the extra safety issues we must deal with during winter operations. Ice is the biggest concern. Frost, snow, or ice that
accumulates on an airframe adds weight to the plane, changes the center of gravity and, most importantly, adversely affects aerodynamics
(lift) in flight. They must be removed before flight. Once you have melted the frozen stuff, be sure it hasn’t refrozen on the control
surfaces or blocked important air intakes when reintroduced to the environment. Winter preflight needs to be extra meticulous.
Engine preheat is important to prevent extra load on the starter and prevent additional wear on the engine during starting. Most
manufacturers recommend preheat when the ambient temperature is 40 degrees or less. Some aircraft may have an engine heating system
installed while some may use a hot air blower. Whatever you have at your disposal be sure you know how to operate it and have read the
manufacturer’s recommendations. The cost of a preheat from the local FBO is probably worth the saved engine wear.
Once under way, pay careful attention to any flight control binding or stiffness. Taxi the aircraft slowly to avoid skidding on ice and to
prevent water from splashing back onto the airplane where it may refreeze in flight. Test the brakes for signs of freezing and do the run
up on a dry surface. After your flight, conduct a post flight inspection to ensure the plane is free of ice. Top it off to help prevent condensed water in the tanks and install cowl plugs, pitot covers and any other devices your squadron may have to protect the plane from the elements.
Spend some time reading the winter operations section of your aircraft’s POH and become familiar with other articles and publications on winter
flying. Knowledge is power, which will keep you safe and proficient

9. Cold Weather aircraft operations
Take off
Turn ailerons into the wind
Stay in the center of the open area
Open throttle slowly
Landing
Flat light (lack of contrast makes altitude hard to judge
Directional control
Brakes may be frozen
Check cross wind/ runway condition
Visibility/blowing snow
Stop and shut down get help if needed
Post mission
Fill the fuel tank
Install covers, plug-in
Airplanes perform better in cold weather. Engines produce more power and the performance envelope is at the maximum. However, the cost
for that performance is the extra safety issues we must deal with during winter operations. Ice is the biggest concern. Frost, snow, or ice that
accumulates on an airframe adds weight to the plane, changes the center of gravity and, most importantly, adversely affects aerodynamics
(lift) in flight. They must be removed before flight. Once you have melted the frozen stuff, be sure it hasn’t refrozen on the control
surfaces or blocked important air intakes when reintroduced to the environment. Winter preflight needs to be extra meticulous.
Engine preheat is important to prevent extra load on the starter and prevent additional wear on the engine during starting. Most
manufacturers recommend preheat when the ambient temperature is 40 degrees or less. Some aircraft may have an engine heating system
installed while some may use a hot air blower. Whatever you have at your disposal be sure you know how to operate it and have read the
manufacturer’s recommendations. The cost of a preheat from the local FBO is probably worth the saved engine wear.
Once under way, pay careful attention to any flight control binding or stiffness. Taxi the aircraft slowly to avoid skidding on ice and to
prevent water from splashing back onto the airplane where it may refreeze in flight. Test the brakes for signs of freezing and do the run
up on a dry surface. After your flight, conduct a post flight inspection to ensure the plane is free of ice. Top it off to help prevent condensed water in the tanks and install cowl plugs, pitot covers and any other devices your squadron may have to protect the plane from the elements.
Spend some time reading the winter operations section of your aircraft’s POH and become familiar with other articles and publications on winter
flying. Knowledge is power, which will keep you safe and proficient

10. Flight into icing is prohibited
The problem (per NTSB)
• As little as 1/4 inch of leading-edge ice can increase the stall speed 25 to 40 knots.
The danger is that some 1/4-inch accumulations have minimum impact and pilots become over confident.
• Sudden departure from controlled flight is possible with only 1/4 inch of leading-edge ice accumulation at normal approach speeds.
• Using the autopilot can hide changes in the handling qualities of the airplane that may be a precursor to premature stall or loss of control.
Turn off or limit the use of the autopilot in order to better “feel” changes in the handling qualities of the airplane.
• Many airplanes still require pilots to visually identify ice on the wings and its thickness, which can be difficult to see from the cockpit.
If you enter ice, Turn back, Change altitude, Turn on pitot heat

11. Cold Weather Flying Procedures. Excerpts from MN Sup to 60-1
Tanis heater
From November 15 to April 15, all wing aircraft will have the Tanis heater plugged
Temp forecast to be less than 40° F (4.5° C) for more than a 24-hour period
Each unit will hold an annual Cold Weather Flying Course.
Aircraft Winter kits used in accordance with POH. The oil cooler plate will be installed
Pilot's responsibility to ensure that the winter kit, according to OAT, is installed or removed from the aircraft prior to flight. Maintenance is to be notified if a problem exists with the winter kit, or it is not available for the aircraft. This notification must be accomplished prior to flight.
OA T Requirements
0° F to +10° F (-18° C to -12° C) - Power-off Maneuvers - use min of 1500 RPM or 15 inches manifold pressure
0° F (-18° C) - incident commander determines if air support is required. Aircraft must be properly preheated (The winter kit with oil cooler plate must be installed.)
0° F to -20°F (-18 C to -29 C) or wind chill (-34 C to C) – NO training, actual missions only, 2 occupants minimum, no T&G Performed
Below -20° F (-29° C) DO Approved Flights Only
0° F (-18° C) or below require a flight release from a Flight Release Officer who is also a pilot.

12. New MN Wg form 78s Aircraft slides off of the side of the runway
No damage
Significant cross wind, Frost on the runway
Causes?? - One or more of the hazardous attitudes, knowledge, currency of skill, current conditions checked, ORM?
Cadet eye scratched from a tree branch
Doctor checked, cadet released back to event
Cause?? – ORM?